Motor road-vehicle.



PATENTED JUNE 23, 1903.

N. GER NATESGO. MOTOR ROAD VEHICLE.

APPLIOATION FILED APR. 1. 1902;

3 SQIEETS-SHEET 1.

to 11011121.v

xxx

No. 731,545. PATENTED JUNE 23, 1903.

N m GEBLISIIATESGO.

M01103, ROAD VEHICLE.

ABBLWA'HOR FILED APR. 1, 1902.

.NO MODEL. 3 sums-sum 2.

No. 731,545. PATENTED JUNE 23, 1903.

N. OERNATESOO.

MOTOR ROAD VEHICLE.

APPLICATION FILED APR. 1, 1902.

H0 MODEL. 3 SHEETS-SHEET S.

, TlG ES.

NITED STATES Patented June 23, 1903.

MOTOR ROAD-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 731,545, dated June 23,1903. Application filed April 1, 1902. Serial No. 100,976. (No model-lTo (tZZ whom it may concern.-

Be it known that I, NICOLAS OERNATESOO, a citizen of Roumania, and aresident of Craiova, Roumania, have invented certain new and usefulImprovements in or Relating to Motor Road-Vehicles, (for which I havemade application in Great Britain, under No. 6,635, dated March 18,1902, and in France, dated March 13, 1902,) of which the following is aspecification.

The present invention relates to motor road-vehicles whereby an ordinarylocomobile may be converted into a traction-engine.

The essential part of the invention comprises a frame which is mountedupon the wheels of the locomobile and supporting the various mechanisms.This frame comprises a combination of devices for the traction of thecarriage, for changing the speed of the engine during its run, forleveling the frame whatever may be the unevenness of the road, and,moreover, a compensating arrangement of the steering mechanism, acombined brake for use on arable land or on the road, and finally acontrolling means which allows the same frame to be adapted for any kindof locomoloile.

In the accompanying drawings, illustrating, by way of example, a form ofconstruction according to this invention, Figure l is a side elevationof a locomobile. Fig. 2 is a top plan view of Fig. 1. Fig. 3 is a frontview of the same. Fig.4 is a transverse view,pa rtly in section, showingthe parts of the frame and the way, it is mounted in front of the boilerupon one of the girders. Fig. 5 is a view of one of the driving-wheels,showing particularly the arrangement provided for the transverseleveling of the frame of the apparatus. Fig. 6 is a lateral view of thecombined brake which is used in connection with the apparatus, and Fig;7 is a side elevation of the frame with the compensating device for thesteering mechanism.

The apparatus comprises, essentially, a frame which is constituted bytwo girders of an I-section. These girders are connected in front and atthe rear by fixed cross-pieces and at their center by cross-bars 3 and4, which can be moved longitudinally with respect to the frame. The endsof the crossbars 3 and 4 are fitted for this purpose in the internalgrooves of the I-girders and can be secured to the latter in any desiredposition. The frame thus constituted is mounted upon two pairs of wheels5 and 6, which carry the locomobile which is to be converted into atraction-engine The rear wheels 5 can be mounted upon the pivots of anaxle fixed to the frame or upon an axle specially formed or arranged toallow the transverse leveling of the frame, which latter arrangementwill be described later on. ment is used for the front wheels, the axleof which can be fixed to the frame itself or combined with the parts ofa mechanism for the longitudinal leveling of the frame. The other partsof the locomobile are situated on the frame, the boiler being supportedat the rear by means of cross-bars mounted upon the I-girders'l inbearings '7, While in front the boiler rests upon the cross-bar 4 of theframe, Fig. 4, by means of a support 8, to which are fixed the axles forthe froutwheels. Extending through this support is a rod 9, which passesthrough a sleeve 10 on the crossbar 4 and is secured by a nut. In orderto facilitate mounting for any kind of locomobile on the frame, thecross-bars 3 and 4 are movable and are provided to this end at one oftheir ends with an iron plate 11 in the form of a clip, which embracesthe girder and is capable of sliding along the same. At their other endsthe cross-bars 3 and 4 carry two plates 13, which are riveted at acertain distance from the ends, so as to allow of their being cut off asrequired according to the dimensions of the locomobile and in order toallow of their internal adjustment upon the girders 1. These plates 13terminate into threaded rods 15, carrying a plate 14, which when securedin place maintains the girders at a determined distance from each other.These plates 13 can also be bent so-as to embrace the girder and then beconnected by a plate 16, secured thereto by con venient screwbolts 17,Fig. 4.

The mechanism for the transverse leveling of the frame consists ofcrank-axles 18, on the horizontal pivots of which are mounted the rearwheels 5 of the locomobile. The vertical portion of each of these axlesis squared and passes through a sleeve 19, attached to the girders 1.Above the sleeve 19 the axle The same arrangeterminates in a screw20,which passes through a Work-wheel 21, forming a nut for the latterand gearing witha worm or endless screw 22, operated by a hand-wheel 23.Each of the axles 18 forms in its vertical part an arc of a circle ofwhich the radius is a function of the diameter of the large wheel inorder to eifect the continuous gearing of the transmission-pinion 25with the rim 33 of the driving-wheel 5. The worm-wheel 21 with itscontrolling mechanism is arranged upon a' support 24,fixed on thecorresponding girder 1.

In front the frame is arranged upon an ordinary fore-carriage of thelocomobile, if no special mechanism for the longitudinal leveling of theframe is used. The device adapted for converting the locomobile into atraction-engine comprises a bevel-wheel 25, integral with a pinion 26,which receives its motion from a chain 27, passing around a wheel 28,secured upon a vertical shaft 29, which is driven by the drivingmechanism of the locomobile.

The bevel-wheel 25 is in engagement with a bevel-wheel 30, integral witha pinion 31, its axis being journaled in a bearing 32, fixed upon thegirder 1. This pinion 31 is in engagement with a toothed rim 33, fixedupon one of the road-wheels 5 of the locomobile by means of screws 34,which extend through the rim of the wheel. These screws 34 carry on theinterior of the rim rings or sleeves 35, which can be removed so as tofacilitate the attachment of the toothed rim 33 to a wheel of smallerdiameter.

The road-wheels 5 are provided around their fellies with non-slippingblocks ortread-surfaces 36, which prevent the wheels from slipping onthe ground.

The motive poweris transmitted by a bevelwheel 78, fixed upon thedriving-shaft 79 of the locomobile and engaging with one or other of twobevel-gears 80 and 81, which are keyed onto a vertical shaft, so as totransmit motion in one or other direction, according to the operation ofa lever 82, provided to throw either the wheel 80 or the wheel 81 in orout of engagement.

The vertical shaft is journaled in two bearings 84 and 85, the upperone, 84, of which is fixed at an adjustable height upon a suitablesupport attached to the girder l. Thelower bearing 85 is fixed laterallyupon the girder 1.

In order to avoid the vibration in the locomobile,two counter-brackets100 are fixed, on the one hand, to the two bearings 84 of the locomobileand, on the other hand, to the frame.

In order to level the frame in a longitudinal direction, a specialmechanism is arranged which is combined with the front ofthefore-carriage of the machine. This mechanism comprises a plate 44,which is supported upon the axle 45 of the front wheel 6 and the ends ofwhich are fixed to vertical supporting-bars 46, connected at their upperends by a cross-bar 47. In the center of the plate 44 is mounted thelower end of a vertical screw 48, upon which is movablea screw-nut 49,Fig. 3. The latter is arranged between two cross-bars 50 and 51, whichare connect-- ed at their ends to the girders 1 of the frame. The twosupporting-bars 46 extend through the cross-bars 50 and 51, throughwhich also extends the screw 48. The frame thus constituted resting uponthe screw-nut 49 receives a vertical ascending or descending motion bythe rotation of the screw 49, which for this purpose is toothed, so asto engage with a chain 52, operated by the vertical driving-shaft 29.

The regulation of the transmission movement and'of the verticaladjustment of the front of the frame is effected by a lever 57, theengaging collar 94 of which, positively influenced by the shaft 29,engages at will either with the wheel 28 or with the wheel of the chain52.

The device for leveling the frame in a 1011- gitudinal direction iscombined with a safety mechanism which prevents the breakage of thechain 52 when the screw 49 arrives at the end of its spindle 48. Thismechanism consists of a lever secured to the cross-bar 50 and carryingupon one of its arms 53 an angle-piece 54, which is attached to the endof a rod 55, extending the whole length of a rod connected with thelever 57, and the other end of which is connected to the operatinghandle56 of the lever 57. As soon as the front part of the frame rises andarrives near the fork of the fore-carriage frame the small angle-lever54 presses first of all against the said fork and pulling the wire 55releases the bolt of the lever, which transfers the motion through theshaft 29 to the chain 52, which is thus automatically stopped. Thereverse r0- tation of the nut 49 is limited by the arrangement on theother arm 58 of the operatinglever of another small lever 59, connectedby a wire or rod 60 to the main wire or rod 55 in such a manner thatupon the descent of the front frame and its arrival at the end of itscourse this small lever will abut against the transverse plate 44 inorder to automatically operate the clutch for transmitting the motion tothe nut 49. The mechanism for longitudinally leveling the framenecessitates a special arrangement for compensating the variations whichare due to the length of the steering mechanism. This arrangement is asfollows: The two steering-cords 62 and 63, the ends of which areconnected to the front axle 45, pass over two pulleys 64 and 65 and overa common pulley 66 along the frame to the rear platform of the latter.Here and upon one of the girders 1 are arranged two small pulleys 67 and68, over which run the ropes 62 and 63 after being guided over two idlepulleys 69 and 70. The two pulleys 67 vers 73 and 74.

, poses on the road.

and 68 carries a worm-wheel 75, which receives its motion from anendless screw 76, operated by the hand-wheel 77. The locomobile thusconverted into a traction-engine is particularly destined foragricultural purposes and comprises a mechanism for winding up thetraction-rope of a plow, which mechanism, suspended from the carriage,is driven by the motor of the locomobile. To this end the vertical shaft29 carries at its lower end two pinions 86 87, which engage with toothedwheels 88 and 89, arranged, respectively, on drums and 91, on which thetraction-ropes are wound. The pinions 86 and 87 are thrown in and out ofengagement by a clutch operated by a hand-lever 93. Two of these drums90 and 91 should be arranged when working with a single locomobile,though it is evident that a single drum in each could be arranged incase two locomobiles were in use. The drums turn on a common axle 95,the upper end of which is journaled in a bar 101, transversely mountedon the frame and adapted to slide longitudinally on the girders 1, so asto allow an adjustment of the drums conveniently to the shaft 29 andaccording to the dimensions of the locomobile. To the cross-bar 101 isfixed a frame 96, embracing the drums, and in the center of the. lowercross-bar of the frame rests the lower end of the axle 95.

The winding apparatus consists of a pinion 97, connected to the upperdrum and operating a cam 98 with a helicoidal groove in order to Varythe height of the pulleys over which the traction-ropes pass. Thisarrangement can be provided according to requirements or convenienceeither to the right or left of the axle of the drums 90 and 91. Thewhole device thus constructed is completed by a combined brake foreither stopping during the working or for braking pur- This brakeconsists of a square rod 37, the lower end of which is pointed andadapted to be driven into the ground if it is desired to use it as astopping stake. The rod 37 extends through a guidesupport 38, which isconnected by brackets 43 to the girder 1. Above the support 38 the rod37 is connected by a socket 4.0 to the end of a screw-spindle 39,passing through a sleeve 41, which The screw 39 on turning a handle 37accordingly.

forms the female screw. being moved vertically by 42 raises or lowersthe rod If it is desired to use this arrangement as a brake, abrake-shoe 102 is attached to the lower end of the rod 37. Thelocomobile thus forms atract-ion-engine, with the great advantage ofitself effecting the transport of all the necessary materials forplowing, 850., without necessitating the use of specialtransport-vehicles for such materials.

It is evident that the machine if destined for level roads and groundcould be much simplified by omitting the mechanism for the transverseand longitudinal leveling of the frame and all its accessory parts.

What I claim as my invention, and desire to secure by Letters Patent, isi 1. Apparatus for converting a locomobile into a traction-engine,comprising a frame composed of longitudinal girders, fixed crosspiecesconnecting said girders at their front and rear ends, and cross-barsconnecting the girders at their center and movable longitudinally forthe purpose specified.

2. Apparatus for converting a locomobile into a traction-enginecomprising a frame composed of longitudinal girders, of I shape incross-section, fixed cross-pieces connecting said girders at their frontand rear ends, crossbars connecting the girders at their center, a plate11 at one end of each of the cross-bars engaging a girder, and plates 13secured. to the cross-bars at some distance from the ends,

said plate 13 terminating in threaded rods,

and plates 14 on the ing the girder.

3. Apparatus for converting a locomobile into a traction-engine,comprising a frame composed of longitudinal girders, fixed crosspiecesconnecting said girders at their front and rear ends, and cross-barsconnecting the girders at their center and movable longitudinally forthe purpose specified, sleeves 19 on the longitudinal girders,crank-axles 18 passing through the sleeves, a screw 20 on each axlepassing through a wheel 21, an endless screw with which the screw 20engages, and a support for the wheel 21 arranged on one of the girders.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

NICOLAS OERNATESGO.

W'itnesses:

LoUIs SULLIGER, EDWARD P. MAcLnAN.

latter rods, and embrac-

